Straight from Bring A Trailer
“This 1983 Honda VF750F Interceptor is powered by a liquid-cooled 748cc DOHC V4 and is finished in a white, blue, and red livery. Features include dual radiators, Yoshimura mufflers, triple disc brakes, a tinted windscreen, a 16″ front wheel, a TRAC anti-dive fork, a Pro-Link rear end, a recessed fuel valve, and both center and side stands. The carburetors were synchronized and the fuel system was cleaned in preparation for the sale. This 1983 Honda VF750F Interceptor is now offered at no reserve by the selling dealer in Missouri with an Oklahoma title.”
Current bid $1,750
No Reserve
Auction ends in 3 days
Listing Details
- Chassis: JH2RC1507DM006719
- 22k Miles Shown
- Liquid-Cooled 748cc DOHC V4
- Five-Speed Transmission
- White, Blue & Red Livery
- D.I.D Alloy Wheels
- TRAC Fork
- Pro-Link Rear End
- Triple Disc Brakes
- 2-Up Seat
- 16″ Front Wheel
Gotta love no reserve!
All of the details are on the BaT listing so if you are considering placing a bid, check out the full description, the videos and all the photos. BaT always does a great job.
An All-time Favorite
The seller, Idontfeelvintage, is actively answering questions. And JayShal commented, “One of my all time favorite bikes. Combination of real world power, absolutely stable, great riding position, wonderful sound, and agility better than almost anything else in its weigh category…makes this the street bike against which I have judged all others.
Although I currently own and love a 96 VFR; in many ways the original Interceptor is the better overall bike. It may be heavier and slower; but it is vastly superior in town, still a blast out in the twisties, and is even comfortable two-up.”
Good luck to the buyer and seller!
I am much older than this bike. I have long been aware as these among the first true sportbikes (liquid cooled, 16valve, single shock, Fairing, frame made to handle, triple disc brakes).
In all these decades, I never noticed these actually have a fuel gauge.
I watched and listened to the BAT videos. Since I was a Service Mgr. at the dealership when all the 80’s V-fours were introduced and worked on almost everyone that came through, I can say that bike is not running right at all.
Hmm, remember those peanut-butter camshafts?
This bike stirred my emotions. A dealership in Birmingham, AL had one, which I immediately bought. What a leap from the Triumph I had living in England. Strolling along the back roads of Alabama a horse popped up. What a moment. Older and a little wiser. You meet the nicest people on a Honda.
I have resisted commenting on the internet spread “peanut butter camshaft” thing until now. C’mon, you don’t think Honda knows how to make a camshaft? Yes, there were camshaft and rocker issues with the early V-fours but it was caused by excessive camshaft bearing clearances because Honda didn’t line bore the camshaft journals. The heads and bearing caps were machined separately and tolerances weren’t held correctly. The excessive clearance allowed the oil delivered to the inner journal to escape instead of being forced into the hollow center of the cam to flow out to the lobe and outer journal. Low quality, or thin weight oils, made the problem worse. Honda updated the camshafts several times trying to come up with ones that would survive. A lot of those early V-fours had a valve tick. Honda sent the dealers a rinky-dink tool to pull the cams up into the bearing cap when adjusting the valves to try to eliminate any valve noise. In 1986, Honda started line boring the heads on the V-fours and no more issues. I corrected the clearance issue on my ’84 500 and never had a noise or cam problem.